Underframe for railway-cars.



Witnesses c. s. SHALLENBERGBR.

UNDEBFBAME FOB. RAILWAY CARS.

APPLICATION IILBD rnn.,20,19'oa.

970,128. Pafent ed Sept. 13,191

3 annaws-aanncb 1 0. s. SHALLENBBRGER. UNDERFRAME FOR RAILWAY CARS.

APPLIOATION FILED PER. 26, 1909.

Patented Sept 13, 1910.

Inventor Cbhallenbergm". @WM Aw.

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0'. S. SHALLENBERGER.

UNDERFRAME P911 RAILWAY CARS.

APPLICATION FILED PEB.26,1909.

Patented Sept. 13,1910.

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v UNITED s'riirr s PATENT OFFICE.

CHARLES S. SHALLENBERGER, OF ST. LOUIS, MISSOURI, ASSIG-NOR TO SCULLIN- GALLAGHER IRON & STEEL COMPANY, ST. LOUIS, MISSOURI, .A CORPORATION OF MISSOURI.

UNDERFRAME FOR RAILWAY-CARS.

Specification of Letters Patent. Patenttl Sept. 13, 1910.

Application filed February 26, 1909. Serial No. 480,177;

To all whom it may concern:

Be it known that I, CHARLES S. SHALLEN- BERGER, a citizen of the United States, residing at St. Louis, Missouri, have invented a certain new and useful Improvement in Underframes for Railway-Cars,.of which the following is a full, clear, and exact description, such as will enable others skilled in the art to which it appertains to make and use the same, reference being bad to the accompanying drawings, forming part of this specification, inwhich Figure 1 is a perspective view of a part of an underframe constructed in accordance with my invention. Fig. 2 is a side 'eleva-' tional view of oue'end of said underframe, partly in section. Fig. 3 is a sectional view on line 3- 3, Fig. 2. Fig. -l isa detailed view of one of the bolster sections. Fig. 5 is a sectional view on line 5-5, Fig. 2. lug.

' (i is a side elevational view illustrating one end of a modified form of underframe. Figs. 7 and 8 are detailed views of modified forms of bolster members.

This lnvention relates to a new and useful improvement in underframes for railway I 4ov cars, the object being to construct an underframe wherein the center sill is preferably in the form of a single member, trussed, if desired, the ends of said center sill being connected to castings constitutin r the draft sills of the car, the outer ends 0 said .draft sills being-connected by a memberwhich serves the function of a portion of the end sill, or the deadwood.

In the drawings, 1 indicates the center sill which is preferably constructed of a single rolled member of modified I shape, though an ordinary I-beam, or a built up center sill, may be used'if desired.

2 indicate draft sills having shoulders 3 in the side walls thereof for the abutment of spring fdllowers, said draft sills being cast together and being appropriately flanged and reinforced by webs and gussets. At the rear or inner ends of these draft sills is a thrust-block 4 against which the end of the center sill abuts. This thrust-block is appropriately strengthened by webs formed integral with the casting.

5 IS a rearwardly extending top flange integral with the castin andv riveted by means of rivets 6 to the top ange of the center sill.

This flange 5 is preferably a continuation of the top flange of-th'e draft sills.

7 is a bottom plate, which is practically acontinuation of the bottom flange of the draft sills, said bottom late being secured to the bottom flanges 0 the center sill bymeans of the rivets 8. This bottom plate 7 extends rearwardly beyond the bolster so as to support the center-bearing plate 9, which may be riveted thereto or cast integral therewith. The inner end of plate 7 is secured to the bottom flange of the center sill by rivets 10.

The outer ends of the draft sills 2 are connected together by a member 11 formed integral with the draft sills, said member 11 and the front wall 12 of the draft sills forming a deadwood, the recess in said front wall accommodating the draw bar.

13 is a bracket casting which is preferably made separate and riveted to the member 11, said -bracket casting constituting an upward projection of the deadwood against which the end sill of the car abuts.

14 indicate members of the bolster, which members are preferably castings essentially I-shaped in cross section and whose inner ends are seated in the center-sill. A tension plate 15 riveted to the center sill and to said bolster members constitutes a top cover plate. The king-pin passes up through an opening in the center plate, the web and bottom flange of the center sill being cut away to receive said pin, the bolster members being also recessed as at 14 to accommodate said pin. A cotter-pin or key may be passed through the opening 14" to hold the kingpin in position.

16 indicate flying transoms which are preferably in-the form of castings substantially like the bolster castings, except, of course, it is unnecessary to provide these flying transoins with the side bearin s. A tension cover plate 17 is riveted to tie top flanges of the center sill and to these flying transoms.

18 indicates a casting riveted to the under side of the centersill and preferably in the plane of the flying transoms. This casting has marginal lips extending up oneach sideof the-bottom flange of the 'center sill, as shown in Fig. 5, said lips being located between the center sill and abutting shoulder on the flying transoms.

laterally. The securing rivets hold it against longitudinal displacement. Casting 18 constitutes a double strut or divided queen post in which truss rods 19 are seated. The ends of these-truss rods.pass through openings in the webs of the bolster members and are secured to lugs 2 extending laterally from the inner ends of the draft members. Nuts are provided to adjust the tension of these truss rods.

In Fig. 6 Ihave shown a modified form of truss rod arrangement in which the rods pass up over a block arranged on the cover plate 15, thus givinga greater depth to the truss.

My improved 'underframing as above described is primarily intended for use as a supplemental framing, the center sill being in the horizontal planeof the draft sills and directly transmitting bufling and pulling stresses. Thus, my improvement may be employed as a supplementary underframing for wooden cars provided with the usual longitudinal wooden sills and wooden end sill. It is obvious, however, that my improve ment is capable of use in steel car construc tion in which event, the side sills can be connected to the ends of the bolster and flying transom members, orthe sides of the car, acting as plate girders, can be relied upon to carry part of the load.

Where it is necessary or desirable, in conneetion with cars having wooden sills, to accommodate said sills, I may construct the bolster and flying transom members as shown in Figs. 7 and 8, wherein the castings '20 extend above the center sill, forming a pocket for the receptionof-the wooden center sill 21, the upper portion being either tapered, as shown in Fig. 7 to accommodate the intermediate sill, or formed with an abrupt shoulder, as shown in Fig.8, against which the intermediate sill 22 rests. In the constructions shown in Figs. 7 and 8, a top cover plate 23 is employed which is riveted to the tapered or shouldered portions of the casting, asthe case may be.

I am aware that minor changes in the construction, arrangement and combination of the several parts of my device can be made and substituted for those herein shown and described, without in the least departing from the nature and principle of' my invention.

Having thus described my invention, what I claim is:

1. In, a car underframe, the combination with a center sill, of castings fixed tothe ends of'said-sill, which castin' s each comprise top and bottom plates, raft sills integral with the outer ends of said to and bottom plates and an end plate integral with the outer ends of the sills. e

In this manner, it is impossible for thewasting to be displaced 2.. In a car underframe, a center sill, end castings comprising top and bottom plates for attachment to the end of the center sill, and draft sills integral with the forward ends of the plates.

3-. In a car underframe, a center sill, castingssecured to and forming extensions" on the ends of said center sill, said castings having draft sills formed integral therewith, struts intermediate the ends of the center sill and truss rods passing'under said struts and whose ends are connected to said castin s.

i. In a car underframe, a centersill, castings secured to and forming extensionson the ends of said center sill, and having integral draft beams, top and bottom plates, bolster memberssecured to said bottom plate and to said center sill, and a top tension plate uniting the inner ends of the bolstermembers and extending across thetop of the center sill I 5. In a car underframe, a center sill member, castings having abutments for the ends of said center sill member, said castings having integral draft sills in the horizontal. plane of the center sill member whereby bufl lng and pulling stresses, are directly transmitted, and truss rods for the center sill connecting. said castings.

6. In a car underframe, a center sill and a strut in the form of 'a divided queen post, said strut having lips extending on each side of the center sill.

7. In a car underframe, a center sill, flying transoms. extending v therefrom, a tension plate, and a strut, said strut having lips ex; tending on each side ofl the center sill and between shoulders of the flying transom member. s 105 8. In a car underframe, a metal center sill, a transom secured to the web thereof and extending above the top flange of said center sill soas to provide a shoulder for the superposed longitudinal center sill, and 110 a tension plate secured to the upper face of said transom member.

9. Ina car underframe, a metal center sill, a transom member secured to the web thereof and extending above the upper sur- 115 face of said metal center sill so as to provide an abutment forv a superposed wooden center sill, said transom member having its outer end reduced in height so as to accommodate superposed longitudinal sills, 120 and a tension plate secured to the upper portion of said transom member.

10. A casting for' endframes comprising draft sills connected together at their inner ends to form an abutment block for the v v with a flanged sill of top and bottom plates fixed to the flanges'o f the'sill at the ends cured to said connecting member and form-- ing an abutment for a superposed intermediate sill.

11. In a carunderframe, the combination 1 with a trussed center sill, fiying transoms extending therefrom intermediate its ends,

\ castings secured to the compression member l of said trussed center sill and to which castings the tension member of the trussed center sill is also secured, said castings being provided with abutment plates to {take up the end .thrusts of said compression member,

draft sills formed integral'with said abutment plates, and top and bottom plates n tegral with the castings whereby the same are secured to'the center sill.

12. A castin -for canunderframes com'-' prising a pair 0 horizontally disposed plates,

- a pair of vertically disposed platesformin draft sills'on which draft sills'are forme shoulders, a thrust block between the horizontally disposed plates and an end plate between'the outer ends of the draft sills, all of 'which ta 1y disposed 1plates integra with the oppoe vertically disposed plates,. "and a thrust block between the horizontally siteends of t disposed plates.

14.;In a car underframe, thecombination thereof, draft sills integral with the top and bottomplates, and a truss rod on the center' the. draft sills.

sill, the ends of which rod are attached to 1-5 In acar underframe, the combination ate uniting 'this 22nd day of with a flanged center. sill, of castings secured to the ends of the center'sill, each casting comprising top and bottom plates and draft SlllS integral with said to and bottom plates struts on the under, slde of the center sill, and truss rods bearing on said struts and having their ends attached to the draft sills of the end castings.

16. A casting for car underframes comprising topand bottom plates for attachment to the center sill, a, air Qfdraft sills integral with the top an bottom plates, a

front wall late integral with the draft sills,

and a brac (et on the front wall late.

17. A casting for car under rames consistin'gof top and bottom plates, draft sills integral therewith, there bein shoulders formed on the inner faces of said draft sills,

-' a thrust block integral with the top and bottomplates, a front wall plate inte al with the outer ends of the draft sil s and a bracket on the outer ends of the draft sills against which bracket the end sill of the car abuts.

. 18. A car ufiderframe comprising a center sill, castingsfixed to the ends of said center sill and forming extensions thereof, thrust blocks forming apart of the castings, and

against which the ends of the center sill engage bolsters fixed to the end portions of the center sill, flying transoms fixed on the center sill, and truss rods for the center sill,

- the ends of which truss rods are fixed to the castings at'the ends of said sill.

In testimony whereof I hereunto afiix my signature in the 1presence of two witnesses,

ebruary, 1909.

CHARLES S. SHALLENBERGER.

' Witnesses:

A. J. MCCAULEX, LENOR CLAnK, 

